DE102016123096B4 - Control surface component for an aircraft lift aid device and manufacturing method therefor - Google Patents

Abstract

Control surface component (100, 136) for reducing a noise level generated by the flow around the control surface component (100, 136) for a lift aid device of a wing of an aircraft (10), with a lifting body (118, 138) designed to generate lift, which has a lifting body End area (120, 140), a buoyancy body suction side (122, 142), a buoyancy body pressure side (124, 144) and an adjacent to the buoyancy body end area (120, 140) mountable separately from the buoyancy body (118, 138) exposed foam body (130, 154) designed as a one-piece element, characterized in that the foam body (130, 154) is designed to provide a plurality of flow paths (134) when mounted on the buoyancy body end region (120, 140), which fluidly connect the buoyant suction side (122, 142) and the buoyant pressure side (124, 144) to equalize a pressure difference prevailing between the buoyant suction side (122, 142) and the buoyant pressure side (124, 144), the buoyant body - the end area (120, 140) comprises a free area (146) designed to receive the foam body (130, 154) and delimited by a surface area of the buoyancy body (118, 138), the free area (146) viewed longitudinally to the rear the thickest point of the buoyant body (118, 138) in the longitudinal cross section.

Description

The invention relates to a control surface component according to the preamble of claim 1. The invention also relates to a lift aid device, an aircraft and a manufacturing method for producing such a control surface component.

The work leading to this invention has received support from the European Union's Seventh Framework Program (FP7/2013) under Grant Agreement No. 604013.

In modern aircraft of all kinds, but primarily in airplanes, the avoidance of noise pollution is an increasingly important factor. Not only the increase in global air traffic, but also increased requirements for noise protection due to building regulations for airports and other environmental regulations are increasingly coming to the fore.

The best known sources of noise on an aircraft are the engines, for which various noise protection concepts are presented in numerous publications. WO 2012/110 267 A1 deals, for example, with so-called CROR engines and the noise caused by propeller beat. Out of DE 10 2011 056 826 A1 , DE 10 2007 019 762 A1 , U.S. 7,124,856 B2 and U.S. 3,481,427 A different soundproofing devices are known. These are based partly on deflection and partly on absorption of the sound waves. Typical passive sound absorbers and passive soundproofing linings, so-called liners, are made of DE 10 2013 109 492 A1 and DE 600 05 917 T2 known. DE 10 2009 005 163 A1 proposes an active absorber for engines. What these ideas have in common is that noise that has already been generated should be reduced.

In contrast, devices are also known which already prevent the generation of noise. A control surface component mentioned at the outset is made, for example US 2014/0 209 737 A1 or off U.S. 2015/0 259 060 A1 known.

Similar control surface assemblies are also in U.S. 8,695,915 B1 , U.S. 8,708,272 B1 , U.S. 9,132,909 B1 and U.S. 9,227,719 B2 described. EP 2 692 632 A1 also deals with such a control surface component.

U.S. 5,618,363 A discloses a manufacturing method for a porous material. Polycarbonate fibers are woven through a carbon fiber cable that has been pre-impregnated with an epoxy resin. A second layer of pre-impregnated carbon fibers is laid over the woven layer and the epoxy is cured to bond the fibers together. A ceramic slurry is then applied and penetrates through the second layer of fibers and part of the woven layer of fibers to a controlled depth before drying and forming a mask. A thermoplastic powder is then applied to the unmasked area of the woven fiber layer and sintered. Finally, the mask and polycarbonate fibers are chemically removed to obtain a porous material consisting of a sintered thermoplastic layer reinforced with carbon fibers with channels running through them.

US 2016 / 0 017 999 A1 discloses a gasket placed compressed between a first surface and a second surface. The seal has a cellular metal skeleton embedded in a viscoelastic, flexible, deformable, tacky polymer body. The skeleton is made up of multiple strands that are connected together, forming multiple interconnected cells, or pores. The skeleton, before it is encapsulated in the tacky polymeric body, is typically 75% or more voids.

GB 423 565 A discloses an arrangement in which a spoiler passage is located in each wing of an aircraft such that the opening in the top of the wing is ahead of the opening in the bottom. Closure members are provided which normally prevent air flow through the spoiler passages. One of the shutters can be operated at will to allow airflow from the bottom to the top of the wing to provide rudder control.

U.S. 2005/0 151 026 A1 discloses a laminar flow nacelle for an aircraft engine. The nacelle has an inner member that forms a chamber together with an outer aerodynamic member of the nacelle. The outer member of the nacelle has a porous area that allows liquid flow into the chamber. A channel connects the chamber to an opening in the outer member. In operation, the static pressure is distributed such that the boundary layer of liquid flows through the porous area and through the channel to the orifice.

U.S. 2016/0 251 074 A1 discloses a system for operating a flap panel on an aircraft. The flap panel is located between a fixed structure and a trailing edge flap on a wing of the aircraft. The flap field can be actuated by an assembly in which the assembly the flap field and the rear edge tenventil moved simultaneously in a single coordinated movement.

The invention arose as part of current research into the aerodynamic noise generated by aircraft control surfaces, which can occur particularly during approach to landing with engines throttled and which contributes to a large part of the low-level noise pollution in the immediate vicinity of airports. This type of noise development can be reduced or avoided with the invention.

The object of the invention is to improve aircraft with regard to the noise pollution they cause.

The object is solved by the subject matter of the independent claims. Advantageous configurations are the subject matter of the dependent claims.

According to the invention, it is proposed that the foam body be designed to provide a plurality of flow paths when mounted on the end region of the buoyancy body, which fluidly connect the suction side of the buoyancy body and the pressure side of the buoyancy body in order to compensate for a pressure difference prevailing between the suction side of the buoyancy body and the pressure side of the buoyancy body , wherein the buoyancy body end area comprises a free area designed to receive the foam body, which is delimited by a surface area of the buoyancy body, wherein the free area begins at the thickest point of the buoyancy body in the longitudinal cross section, viewed backwards in the longitudinal direction.

The invention provides a control surface component for reducing a noise level generated by the flow around the control surface component for a lift aid device of an aircraft wing, with a lifting body designed to generate lift, which comprises a lifting body end region, a lifting body suction side and a lifting body pressure side, and with an exposed porous body, in particular a foam body, which can be mounted adjacent to the end region of the buoyant body, is designed as a one-piece element and is separate from the buoyant body and is also designed to provide a plurality of flow paths in the assembled state, which connect the suction side of the buoyant body and the pressure side of the buoyant body to the Compensate for a pressure difference between the suction side of the buoyancy body and the pressure side of the buoyancy body.

It is provided according to the invention that the end area of the buoyancy body comprises a free area designed to accommodate the foam body, which is delimited by a surface area, in particular a closed outer surface area, of the buoyancy body.

It is provided according to the invention that the free area, viewed in the longitudinal direction to the rear, begins at the thickest point of the buoyant body in the longitudinal cross section.

It is preferred that the control surface member is a flap member.

It is preferred that the foam body has an exposed pore structure.

It is preferred that the foam body has an open-cell pore structure.

It is preferred that the foam body has an omnidirectional pore structure.

It is preferred that the foam body contains a light metal foam and/or aluminum. It is preferred that the foam body contains a plastic foam, in particular a UV-resistant plastic foam.

It is preferred that the foam body is mountable flush with the transversely outermost outer surface area of the buoyancy body. It is preferred that the foam body can be mounted flush with the suction side of the buoyancy body and/or the pressure side of the buoyancy body. The term "flush" is to be understood here in such a way that the foam body can be regarded as aerodynamically smooth. In other words, the foam body or the transition from the foam body to another (adjacent) part is “flush” even if the laminar flow is not significantly influenced by the foam body or the transition from the foam body.

It is preferred that the foam body protrudes outwards beyond the boundary plane in the transverse direction.

It is preferred that the end area of the buoyancy body comprises a free area designed to accommodate the foam body, which is delimited by a closed outer surface area of the buoyancy body.

It is preferred that the free area is delimited upwards in the normal direction by the edge of the suction side of the buoyancy body, which edge is imagined to be extended outwards in the transverse direction.

It is preferred that the free area is delimited downwards in the normal direction by the imaginary edge of the pressure side of the buoyancy body or the chord of the buoyancy body that is extended outwards in the transverse direction.

It is preferred that the free area ends at a point of the buoyancy body that is thinner in the longitudinal cross section, viewed in the longitudinal direction to the rear.

It is preferred that the free area is limited in the transverse direction, in particular inwards. It is preferable that the free area is limited in the longitudinal direction.

It is preferred that the free area is delimited on at most three or at most four sides by the surface area, in particular closed outer surface area.

It is preferred that the free area on the front side, the inside, the rear side and/or the outside is delimited by the surface area, in particular closed outer surface area.

It is preferred that the buoyancy body has an outer side of the buoyancy body, the free space being limited by its edge, which is thought to be lengthened to the rear in the longitudinal direction.

It is preferred that the buoyancy body comprises a leading edge region which, viewed in the longitudinal direction, borders the foam body.

It is preferred that the buoyancy body includes a leading edge portion that has the same width in the transverse direction as the foam body.

It is preferred that the leading edge region has a length of between 20% and 40%, in particular between 25% and 35%, of the chord length when viewed in the longitudinal direction.

It is preferred that the buoyancy body comprises a trailing edge region which, viewed in the longitudinal direction, is adjacent to the foam body.

It is preferred that the buoyancy body includes a trailing edge region that has the same width in the transverse direction as the foam body.

It is preferred that the trailing edge region has a length of between 0% and 20%, in particular between 5% and 15%, of the chord length when viewed in the longitudinal direction.

It is preferred that the ratio of the width of the foam body in the transverse direction to the maximum thickness of the buoyancy body in the normal direction is greater than or equal to 0.6 and preferably less than 1.

It is preferred that the foam body has a pore density of between 20 ppi and 40 ppi, in particular 25 ppi to 35 ppi, preferably 30 ppi.

It is preferred that the buoyancy body and the foam body each comprise assembly means that are designed to mount the foam body on the buoyancy body in a detachable manner.

It is preferred that the fastening means of the foam body includes a mounting plate, in particular made of light metal and/or aluminum. It is preferred that the foam body has a passage for a fastener.

It is preferred that the fastening means of the buoyancy body includes a recess for a mounting plate. It is preferred that the buoyancy body has an opening for fixing a fastener.

It is preferred that the buoyancy body and the foam body each comprise positioning means which are designed to cooperate in order to position the foam body in the free area. It is preferred that the positioning means form a passage for a fastener.

The invention also provides a lift aid device for mounting on a wing of an aircraft, with a preferred control surface component and with a movement device which is designed to move the control surface component from a rest position into an operating position, the control surface component being attached to the aircraft, in particular the wing, by means of the movement device , is mountable.

It is preferred that the buoyancy aiding device is a flap device.

Furthermore, the invention creates an aircraft with a wing which has a preferred lift aid device.

It is preferred that the wing is an airfoil.

• - Bereitstellen eines zum Erzeugen von Auftrieb ausgebildeten Auftriebskörpers, der einen Auftriebskörper-Außenendbereich, eine Auftriebskörper-Saugseite und eine Auftriebskörper-Druckseite umfasst; und
• - Montieren eines getrennt von dem Auftriebskörper als einstückiges Element ausgebildeten und freiliegenden Schaumkörpers angrenzend an dem Auftriebskörper-Endbereich, wobei der Schaumkörper ausgebildet ist, im an dem Auftriebskörper-Endbereich montierten Zustand eine Mehrzahl von Strömungspfaden bereitzustellen, welche die Auftriebskörper-Saugseite und die Auftriebskörper-Druckseite zum Ausgleichen eines zwischen der Auftriebskörper-Saugseite und der Auftriebskörper-Druckseite herrschenden Druckunterschiedes fluidverbinden, wobei der Auftriebskörper-Endbereich einen zum Aufnehmen des Schaumkörpers ausgebildeten Freibereich umfasst, der durch einen Oberflächenbereich des Auftriebskörpers begrenzt ist, wobei der Freibereich in Längsrichtung nach hinten betrachtet an der im Längsquerschnitt dicksten Stelle des Auftriebskörpers beginnt.

The invention also provides a manufacturing method for manufacturing a control surface component for reducing a noise level generated by the flow around the control surface component, comprising the steps:

• - Providing a buoyant body designed to generate buoyancy, which has a buoyancy drive body outer end area, a buoyancy body suction side and a buoyancy body pressure side; and
• - Installing a foam body that is separate from the buoyancy body as a one-piece element and is exposed adjacent to the buoyancy body end region, the foam body being configured to provide a plurality of flow paths when mounted on the buoyancy body end region, which connect the buoyancy body suction side and the buoyancy body fluidly connect the pressure side to equalize a pressure difference between the suction side of the buoyancy body and the pressure side of the buoyancy body, with the end area of the buoyancy body comprising a free area designed to receive the foam body, which is delimited by a surface area of the buoyancy body, with the free area viewed in the longitudinal direction to the rear begins at the thickest point of the buoyancy body in the longitudinal cross-section.

The manufacturing method preferably includes a step by which a previously described preferred free space is produced.

The production process preferably includes a step by which the foam body is produced by means of primary shaping, in particular casting or laser sintering. The foam body is preferably produced by casting using a lost mold. In particular, a foamed model body is used for forming the lost mold, and the foamed model body disappears during casting.

Position and direction information is used below with regard to the flight direction of an aircraft in normal flight operations. The "longitudinal direction" is essentially parallel to the direction of flight. Positions and directions parallel to the longitudinal direction are indicated with the terms "front", "rear" or "longitudinal". The "transverse direction" is horizontal and substantially perpendicular to the longitudinal direction. Positions and directions parallel to the transverse direction are indicated with the terms "inside", "outside" or "transverse". "Inside" means closer to the longitudinal axis and "outside" means further away from the longitudinal axis. The "normal direction" is substantially perpendicular to both the longitudinal and transverse directions. Positions and directions parallel to the normal direction are specified using the terms "above", "below" or "perpendicular".

With a preferred control surface component, the sound radiation can be reduced. Sources of noise caused by turbulence and other aerodynamic effects are reduced in that the foam body reduces or eliminates an excessive pressure jump between the suction side and the pressure side of the buoyancy body. Several effects can contribute to noise generation. Air flows around the edges of the control surface component during flight. In this way, eddies (vortices) can arise at different points of the control surface component. The interaction of the vortices with the control surface component already produces part of the sound radiation. The convergence of various vortices at a rear edge area of the control surface component is assumed to be a further generation mechanism. Tests by the applicant have shown that in particular an arrangement of a porous body or foam body on an end region of the control surface component can particularly reduce the sound radiation. The arrangement at the end area where the vortices arise is preferred. This does not significantly affect the aerodynamics of the control surface component. In particular, the control surface component is designed to be aerodynamically smooth and thus does not introduce any additional turbulence into the flow.

• 1 eine Draufsicht auf ein Ausführungsbeispiel eines Luftfahrzeugs;
• 2 eine Teilansicht eines Ausführungsbeispiels eines Steuerflächenbauteils zur Erläuterung der Schallentwicklung;
• 3 eine vergrößerte Teilansicht des Steuerflächenbauteils aus 2;
• 4 eine Teilansicht eines Ausführungsbeispiels eines Steuerflächenbauteils;
• 5 eine Perspektivansicht eines Ausführungsbeispiels eines Steuerflächenbauteils; und
• 6 einen Längsquerschnitt durch das Steuerflächenbauteil aus 5.

Exemplary embodiments of the invention are explained in more detail below with reference to the schematic drawings. It shows:

• 1 a plan view of an embodiment of an aircraft;
• 2 a partial view of an embodiment of a control surface component to explain the sound development;
• 3 Figure 12 shows an enlarged partial view of the cam member 2 ;
• 4 a partial view of an embodiment of a cam member;
• 5 Figure 12 is a perspective view of an embodiment of a control surface member; and
• 6 depicts a longitudinal cross-section through the control surface member 5 .

It will be on first 1 Referring now to FIG. 1, a plan view of an aircraft 10 is shown. The aircraft 10 is, for example, an airplane and includes a plurality of control surfaces 12, such as a slat 14, a spoiler 16, a landing flap 18, an aileron 20, an elevator 22 and a rudder 24. The slat 14, the spoiler 16 and the landing flap 18 are examples of a flap element 19.

Furthermore, the aircraft 10 includes a plurality of wings 26 which generate the dynamic lift for the aircraft 10 . a bei play for a wing 26 is a wing 28. On the wing 28 more of the control surfaces 12 can be provided. In particular, the wing 28 includes the landing flap 18.

The control surface 12 is formed by a control surface component 100 . The control surface component 100 is described below with reference to FIG 2 until 4 described in more detail. The control surface component 100 forms the landing flap 18 in this example, but can also form another of the control surfaces 12 .

The control surface member 100 is aerodynamically smooth and includes a control surface member leading edge 102 , a control surface member trailing edge 104 , an upper transverse control surface member edge 106 , and a lower transverse control surface member edge 108 . The control surface member leading edge 102, the control surface member trailing edge 104 and the upper control surface member lateral edge 106 define a control surface member top surface 110. The control surface member leading edge 102, the control surface member trailing edge 104 and the lower control surface member lateral edge 108 define a control surface member underside surface 112. The upper transverse control surface member edge 106 and the lower transverse control surface member edge 108 define a control surface member transverse side surface 114. The control surface member top surface 110, the control surface member underside surface 112 and the control surface member transverse side surface 114 form at least a portion of a control surface member surface 116.

The control surface member leading edge 102 and the control surface member trailing edge 104 are longitudinally spaced and extend substantially transverse to the direction of fluid flow in flight. The transverse control surface member edges 106, 108 extend substantially parallel to the direction of fluid flow in flight.

As in the 2 and 3 Illustrated in more detail, an upper vortex line 30 develops at the upper control surface member transverse edge 106 along which a plurality of upper vortices 32 move generally along the control surface member top surface 110 . Likewise, a lower vortex line 34 is formed along which lower vortices 36 move. The lower vortices 36 move generally along the control surface member lateral face 114 and upward toward the upper control surface member lateral edge 106 . At a vortex separation region 38, the lower vortices 36 separate into a small lower vortex 40 and a large lower vortex 42. The small lower vortex 40 moves substantially further along the control surface member transverse face 114 toward the control surface member trailing edge 104.

The large lower vortex 42 moves across the upper control surface member transverse edge 106 to a vortex merging region 44 where the upper vortex line 30 and lower vortex line 34 meet and the upper vortex 32 merges with the large lower vortex 42 to form a merger vortex 46 . The merge vortex 46 moves along a merge vortex line 48 toward the control surface member trailing edge 104 substantially along the control surface member top surface 110. In a vortex interaction region 50, the small inferior vortex 40, the merge vortex 46, and the control surface member trailing edge 104 may interact such that a sound emission takes place.

How out 4 As can be seen, the control surface component 100 also includes a buoyancy body 118 which has a buoyancy body end region 120 , a buoyancy body suction side 122 and a buoyancy body pressure side 124 . The end region 120 of the buoyancy body is delimited outwards in the transverse direction by an upper transverse edge 126 of the buoyancy body and a lower transverse edge 128 of the buoyancy body. The end region 120 of the buoyant body does not have a fixed limit in the transverse direction inwards. For the purposes of this description, however, it is assumed that the buoyancy body end region 120 ends transversely inward where no appreciable vortices or turbulent flow no longer occur when there are no attachments to the buoyancy body 118 . In other words, the end region 120 of the buoyant body ends where the fluid flow around the buoyant body 118 is again essentially laminar or non-turbulent if no further elements are attached to the buoyant body 118 .

The lifting body suction side 122 coincides with the control surface member top surface 110 . The lifting body pressure side 124 coincides with the control surface member underside surface 112 . On the suction side 122 of the buoyancy body, the (dynamic) pressure is lower than on the pressure side 124 of the buoyancy body. The closed buoyancy body 118 leads to a comparatively abrupt transition between the suction side pressure of the buoyancy body and the pressure side pressure of the buoyancy body.

In order to make the transition less abrupt, the control surface component 100 also includes a foam body 130. The foam body 130 can be mounted on the end region 120 of the buoyant body. The foam body 130 is also separate from the buoyancy body 118 as a one-piece Ele ment trained. The foam body 130 is exposed, ie it does not have a physically smooth surface, but it does have an aerodynamically smooth surface. In other words, the foam body 130 has a pore structure 132 which is in direct contact with the surroundings of the foam body 130 . The pore structure 132 is also open-celled. The pore structure 132 includes a plurality of flow paths 134 (also called fluid channels) through which fluid can flow. When mounted on the end region 120 of the buoyancy body, the ambient fluid can flow from the pressure side 124 of the buoyancy body via the plurality of flow paths 134 to the suction side 122 of the buoyancy body against resistance. As a result, a pressure difference prevailing between the suction side of the buoyant body 122 and the pressure side of the buoyant body 124 can be equalized in such a way that the transition between the pressure of the suction side of the buoyant body and the pressure side of the buoyant body is less abrupt. Furthermore, for further improvement, the pore structure 132 can be omnidirectional. A directional dependency of the pressure equalization function of the foam body can thus be reduced. Overall, the noise suppression can thus be increased even further. It has been found to be particularly advantageous if the pore structure 132 has between 25 pores per inch (ppi) and 35 ppi.

The following is based on 5 and 6 a method for producing or retrofitting (retrofitting) a control surface component 136 is described. The cam member 136 will only be described insofar as it differs from the cam member 100 .

The control surface component 136 comprises a buoyancy body 138 with a buoyancy body end region 140, a buoyancy body suction side 142 and a buoyancy body pressure side 144. The buoyancy body 138 is designed, for example, in a stringer rib design with a self-supporting outer skin 139, which among other things the buoyancy body Suction side 142 and the buoyancy body pressure side 144 forms. In the end area 140 of the buoyancy body, a free area 146 is produced by partially removing the suction side 142 of the buoyancy body and the pressure side 144 of the buoyancy body. In particular, the suction side 142 of the buoyancy body and the pressure side 144 of the buoyancy body are removed up to the first rib 148 of the buoyancy body 138 viewed in the transverse direction from the outside. The suction side 142 of the buoyancy body and the pressure side 144 of the buoyancy body are preferably removed in such a way that the stringers 150 remain unchanged. For example, the first rib 148 is provided with fasteners 152 . Furthermore, the accesses to the interior of the buoyant body 138 that were also created when the free area 146 was created are closed. In addition, the end area 140 of the buoyant body can be provided with positioning means 153, which in particular can form a passage for further fastening means.

A foam body 154 can then be attached to the buoyancy body 138 . The foam body 154 is designed similarly to the foam body 130, in particular with regard to its pore structure 156. The foam body 154 is adapted to the free area 146 in such a way that the control surface component 136 can still be regarded as being aerodynamically smooth overall. Furthermore, the foam body 154 has fastening means 158 and in particular additional positioning means 159 . The fastening means 158 can be configured, for example, as a mounting plate 160 attached to the foam body 154 or formed integrally therewith. The positioning means 159 are preferably provided on the foam body 154 itself and/or the fastening means 158. The foam body 154 can thus be arranged in the intended position without great effort, in particular inserted in the transverse direction from the outside inward into the free area 146 and fastened.

A front edge area 162 and a rear edge area 164 of the buoyancy body 138 preferably delimit the free area 146 in the longitudinal direction. The length x of the leading edge area 162 is between 20% and 40% of the total length L of the chord of the lifting body 138. The length y of the trailing edge area 164 of the lifting body 138 is between 0% and 20% of the total length L of the chord of the lifting body.

Furthermore, the free area 146 is created in such a way that it begins at the thickest point, which has the maximum thickness h, of the buoyant body 138 and extends in the longitudinal direction to the rear edge area 164 . The extension or width L of the foam body 154 is advantageously selected to be between 60% and 100% of the maximum thickness h.

Air flows around the side edges of the landing flaps - especially on the A320 - cause significant airflow noise on the ground, especially during the landing approach when the engine is heavily throttled and the landing gear is not yet extended - and thus contribute directly to noise pollution in the vicinity of airports.

The turbulence and aerodynamic effects that lead to noise generation on the side edge of the flap are reduced by the use of a porous material and the sound radiation is thus reduced.

By using the exemplary embodiments described above - in particular the retrofitting of the existing A320 fleets at the airlines - the noise pollution in a certain phase of the landing approach can be reduced even further. It is crucial that this retrofit can be carried out without major interventions affecting the statics of the valve construction.

Reference List

10

aircraft

12

control surface

14

slats

16

spoiler

18

flap

19

flap element

20

aileron

22

elevator

24

rudder

26

wing

28

airfoil

30

upper vortex line

32

upper vertebra

34

lower vortex line

36

lower vertebra

38

vortex separation area

40

small lower whorl

42

large lower vertebra

44

vortex merging area

46

union vortex

48

union vortex line

50

vortex interaction area

100

control surface assembly

102

Control surface component leading edge

104

Control surface component trailing edge

106

upper control surface member transverse edge

108

lower control surface member transverse edge

110

Control surface component top surface

112

Control surface component underside surface

114

Control surface component transverse face

116

Control surface component surface

118

buoyancy body

120

Lifting body end area

122

Buoyancy body suction side

124

buoyancy body pressure side

126

upper transverse edge of the buoyancy body

128

lower transverse edge of the buoyancy body

130

foam body

132

pore structure

134

flow path

136

control surface assembly

138

buoyancy body

139

outer skin

140

Lifting body end area

142

Buoyancy body suction side

144

buoyancy body pressure side

146

free area

148

first rib

150

stringers

152

fasteners

153

positioning means

154

foam body

156

pore structure

158

fasteners

159

positioning means

160

mounting plate

162

leading edge area

164

trailing edge area

Claims (13)

Control surface component (100, 136) for reducing a noise level generated by the flow around the control surface component (100, 136) for a lift aid device of a wing of an aircraft (10), with a lifting body (118, 138) designed to generate lift, which has a lifting body End area (120, 140), a buoyancy body suction side (122, 142), a buoyancy body pressure side (124, 144) and an adjacent to the buoyancy body end area (120, 140) mountable separately from the buoyancy body (118, 138) exposed foam body (130, 154) designed as a one-piece element, characterized in that the foam body (130, 154) is designed to provide a plurality of flow paths (134) when mounted on the buoyancy body end region (120, 140), which the buoyancy body suction side (122, 142) and the buoyancy per pressure side (124, 144) to equalize a pressure difference prevailing between the buoyancy body suction side (122, 142) and the buoyancy body pressure side (124, 144), the buoyancy body end region (120, 140) having a foam body for receiving the foam body (130, 154) formed free area (146) which is delimited by a surface area of the buoyant body (118, 138), wherein the free area (146) seen in the longitudinal direction backwards at the thickest point of the buoyant body (118, 138) in the longitudinal cross section begins. Control surface component (100, 136). claim 1 , characterized in that the foam body (130, 154) has an exposed, open-cell and omnidirectional pore structure (132, 156). Control surface component (100, 136) according to one of the preceding claims, characterized in that the free area (146) is delimited upwards in the normal direction by the edge of the suction side (122, 142) of the lifting body, which is imagined to be extended outwards in the transverse direction, and/or that the free area (146) is bounded downwards in the normal direction by the imaginary edge of the pressure side of the buoyant body (124, 144) or the chord of the profile of the buoyant body (118, 138) that is extended outwards in the transverse direction. Control surface component (100, 136) according to one of the preceding claims, characterized in that the buoyancy body (118, 138) has an outer side of the buoyancy body, the free space being limited by its imaginary edge extended rearward in the longitudinal direction. Control surface component (100, 136) according to one of the preceding claims, characterized in that the lifting body (118, 138) comprises a leading edge region (162) which, viewed in the longitudinal direction, adjoins the foam body (130, 154) and has the same width as the foam body in the transverse direction Foam body (130, 154), wherein viewed in the longitudinal direction, the leading edge region (162) has a length of between 20% and 40%, in particular between 25% and 35%, of the chord length. Control surface component (100, 136) according to one of the preceding claims, characterized in that the lifting body (118, 138) comprises a trailing edge region (164) which, viewed in the longitudinal direction, adjoins the foam body (130, 154) and has the same width as the foam body in the transverse direction Foam body (130, 154), wherein viewed in the longitudinal direction, the trailing edge region (164) has a length of between 0% and 20%, in particular between 5% and 15%, of the chord length. Control surface component (100, 136) according to one of the preceding claims, characterized in that the ratio of the width of the foam body (130, 154) in the transverse direction to the maximum thickness of the lifting body (118, 138) in the normal direction is greater than or equal to 0.6 and is preferably less than 1. Control surface component (100, 136) according to one of the preceding claims, characterized in that the foam body (130, 154) has a pore density of between 20 ppi and 40 ppi, in particular 25 ppi to 35 ppi, preferably 30 ppi. Control surface component (100, 136) according to one of the preceding claims, characterized in that the buoyancy body (118, 138) and the foam body (130, 154) each comprise assembly means which are designed to detach the foam body (130, 154) on the buoyancy body (118, 138) to assemble. Control surface component (100, 136) according to one of the preceding claims, characterized in that the buoyancy body (118, 138) and the foam body (130, 154) each comprise positioning means (153, 159) which are designed to position the foam body (130 , 154) to cooperate in the clearance area (146). Lift aid device for mounting on a wing of an aircraft (10), with a control surface component (100, 136) according to one of the preceding claims and with a movement device which is designed to move the control surface component (100, 136) from a rest position to an operating position, wherein the control surface component (100, 136) can be mounted on the aircraft (10), in particular the wing, by means of the movement device. Aircraft (10) with a wing having a lift aid device according to one of the preceding claims. Manufacturing method for producing a control surface component (100, 136) for reducing a noise level generated by the flow around the control surface component (100, 136), with the steps: - providing a buoyancy body (118, 138) designed to generate lift, which has a buoyancy body outer end region ( 120, 140), a buoyant suction side (122, 142) and a buoyant pressure side (124, 144); and - mounting a separate from the buoyancy body (118, 138) formed as a one-piece element and exposed foam body (130, 154) adjacent to the buoyancy body end area (120, 140), characterized in that the foam body (130, 154) is formed in the buoyancy body end area ( 120, 140) to provide a plurality of flow paths (134) in the assembled state, which connect the suction side of the buoyancy body (122, 142) and the pressure side of the buoyancy body (124, 144) to compensate for a flow between the suction side of the buoyancy body (122, 142) and the fluidically connect the pressure difference prevailing on the pressure side (124, 144) of the buoyancy body, the end region (120, 140) of the buoyancy body comprising a free region (146) designed to receive the foam body (130, 154) and which is formed by a surface region of the buoyancy body (118, 138) is limited, wherein the free area (146), viewed in the longitudinal direction to the rear, begins at the thickest point of the buoyancy body (118, 138) in the longitudinal cross section.

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